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Everything posted by Hotfoot

  1. I escalated this issue, we should have it taken care of very soon. Tagging articles with keywords is definitely possible, that's a good thought, that would make searches easier, I'll look into ways to group articles.
  2. I did a 2 up ride with a pro racer when I was still a brand-new track rider. It scared the hell out of me! I got on, he told me to put one hand on his chest and the other on the tank (no handholds on the tank back then) and took off. He was moving all over the place, hanging off for the corners, and accelerating and braking hard - I was sure I would fall off. After about 3/4 of a lap I started to think I'd be OK - then as we started the 2nd lap he yelled over his shoulder, "Ok, I'm going to go faster this lap!" and I yelled "No!" but he obviously didn't hear me because he DID go faster. What did I learn from it? Well, I got a new perspective on how fast one COULD (potentially) enter a corner, and how close a pro rider really does get to the inside edge of the track, and how HARD you can brake. I was, at the time, such a new rider that it all seemed somewhat unreal; I probably would have gotten more out of it if I had done it later when I had more experience. But, I'll be honest, I have no desire to do it again. I haven't done much riding (or fast paced driving in a car) as a passenger - I would much rather be driving! Going at race pace with someone else in control is definitely a scary experience, I am always amazed and impressed by those people that ride in rally cars as the navigator.
  3. Well that "Welcome to Pages" article was something I could not access either, it was apparently some sort of systems announcement on a new feature on the back end of the forum. I did a refresh to clear the cache and on mine it disappeared - John, please take a look and see if it fixed it for your account. I'll speak with Cobie about rearranging the articles to make them easier to find, see if that is something we can do.
  4. This is really helpful feedback, thank you. I found the post you are talking about and I can't access it either; whatever it is, it doesn't belong. I'm at the track today and on a mobile device so I couldn't delete it but will do so tomorrow. Thanks for the heads up on that.
  5. Weather looks pretty uncomfortable for Fontana. 😕
  6. Did you know that there is an app available that will let you download and watch A Twist of the Wrist II on your iPhone or iPad, or Android device? If you ever wanted to have the movie with you on the go, at the track, or if you just want instant access to watch it right now, instead of waiting for a DVD to arrive, there's an app for that. For iPhone or iPad: In the App Store, search "Twist of the Wrist Keith Code". Download the app. Once the app is installed, open the app and you will have an option for an in-app purchase of either A Twist of the Wrist, or A Twist of the Wrist II. Once purchased, the movies are available to watch at any time on your device and you can even go straight to whatever chapter you want to see. Instant access, and it costs less than the DVD, too. This is SO COOL, I didn't know until recently it existed and thought I would share the info with all of you.
  7. That's great, sounds like you have a specific plan and have thought out a good series of steps required to execute it, let us know how it goes!
  8. You will learn to how to have more control over your motorcycle, be able to predict where it will go in a corner and be more able to make it do what you want and expect it to do. Yes, you could potentially use the skills to become a coach, see this post for LOTS of information about what it takes to be a coach and how to apply: http://forums.superbikeschool.com/topic/4785-2018-need-more-riding-coaches/ Yes, you could also potentially go on to be a racer. I came to school as a Level 1 student having never ridden on a track before. I went through the levels and got faster and eventually started racing and then became a coach, so yes, for sure it can be done. Two day camp versus half camp is described in detail here: https://superbikeschool.com/the-curriculum/ But in short, a half camp is exactly like a 2 day camp except only one day instead of two days.
  9. Ha ha, that is an excellent point! Well... in a corner like you describe, where, as you say, you can be anywhere and be almost right, do you still choose a specific line with specific reference points (like you would in a very tight corner), and try them and then adjust from there? Or do you go in with a completely new line/new approach every time and see how it feels?
  10. Oh, yes, those are the ones I find the hardest to figure out for racing. For me, I LOVE to ride them but I have trouble determining the quickest way through, whether I am better off to stay more to the inside and cover less distance, or go out wider to carry more speed, or swing out then back in to get a good drive out... of course I probably make it harder on myself by riding both a low HP bike and a high HP bike, and the answer is likely different for each bike. The corners I find the scariest are downhill corners, I know I shouldn't brace on the bars but it is hard not to, and I worry about overloading the front, between the deceleration, the downhillness (is that a word?) and the effort not to lean on the bars, and the worry makes me tense, which is counter productive as well. The thing that helps me with those is a really good wide view, or if I can't manage that at last some good reference points. What skills do you use to HELP you with your tough corners?
  11. What sort of corners are most challenging for you? Road or track, which ones do you find most difficult to ride or hardest to figure out? Post up, we want to hear your answer, whether you are a brand new rider or a regular track junkie!
  12. My pleasure! I wish I had known about it sooner.
  13. It has recently come to my attention that it was not possible to reply to or comment on Keith's articles in the "Articles from Keith" section. It was never intended to be that way and it is FIXED now, so if you have read the articles and found them interesting, post up your thoughts, I'm sure Keith will love to see what you have to say.
  14. Hi there! You may have noticed some recent changes in the forum. We are experimenting with categories to see if we can find the optimum number of categories to keep the forum as easy as possible to use. We are definitely interested in your opinion about what topic sections you'd like to see. As you may have noticed we have re-introduced a New Members area (if you are a guest or lurker, join up so you can post and tell us what you think!) and a Racing section to talk about races and our racing heroes. Let us know if you are happy to see those categories back, or if you liked the simpler format, and if you think we need additional categories, post up and let us know! Thanks in advance!
  15. Spaghetti has given good info above, and I will add that a good way to get experience with using more lean is to get a small bike (50cc, or 150cc, for example) that you can take to a go-kart track. Easier to get your knee down, safer environment, and you can lean way over at much lower speeds to get "used to what it feels like" and develop a sense of traction and feeling the feedback from the tires.
  16. Can you be more specific in your question? The basic throttle rule (see Twist of the Wrist II) is the same. If your specific question is in regards to Spaghetti's comment above about adding lean angle while accelerating - that action is not recommended, as it is a classic way to overload the rear tire and lose traction, but generally speaking a smaller displacement bike (assuming good tires and suspension) would be easier to manage because it has less available power to feed to the rear tire. It is pretty easy, on a modern 600 or 1000cc sport bike, to break the rear tire loose by adding throttle and lean at the same time. It is tougher to do on something like a 250cc or 300cc bike, but certainly not impossible, if you lean it over far enough and especially if you are abrupt with the throttle application. The traction control available on the S1000rr helps a great deal in avoiding applying too much throttle while leaned over, as it manages the power based on measured lean angle, however if a rider aggressively ADDS lean angle and throttle together, it is still possible to overwhelm the rear tire. I must say, though, the S1000rr is amazingly easy to ride, even for a rider new to high HP machines, the electronics in it are amazing, it has been an incredible training tool for the school.
  17. Introducing more trail braking will absolutely increase your front tire wear, and on a lightweight, relatively low horsepower bike like yours it is certainly possible to have the front tire wear out first (compared to the rear) just from this change in riding style/habits. It makes sense, of course; by trail braking you are considerably increasing the load on the front tire in the corners, and instead of the braking forces being applied primarily with the bike upright, you are now putting braking forces on the tire while leaned over. So now the front tire has to handle steering/cornering load AND braking load on the sides of the tires, and that is where the wear is showing in your photo above. Additionally, that change in style could affect when and how hard you are applying the throttle in the corner, and how much you are, or are not, leaned over when driving out of the corners, which would change the wear on the rear tire - potentially decreasing it if the trail braking is causing you to delay your roll-on. There is not a lot of wear on the sides of the rear tire in your photo which would imply that the gas is not being rolled on very much while leaned over. I have a 250cc bike and at one point I tried doing a lot of trail braking on the track; I was racing other riders that were doing it a lot (in nearly every corner), so I decided to try that and see how it worked for me. I was very surprised at the change in my tire wear; as you just experienced, my front tire wore out first, and much more quickly than expected, where in the past the rear would wear out first. After that little experiment I changed back to using trail braking in the corners where it was appropriate but NOT in the ones where it wasn't needed, and I went faster and was a lot less worried about crashing. Most of the other riders I was seeing on track were WAY overusing trail braking, braking too long and too much for most corners.
  18. Cobie has posted a detailed description of requirements, etc. here: To answer your specific questions (which would also be answered in the above), racing experience is preferred but not absolutely mandatory, there are both full time and part time coaches, and part-time coaches can be regional. See the above link for a detailed description of what sort of qualities and motivations are sought in coach candidates.
  19. Welcome to the forum! Looking forward to seeing what questions you have; you will find this forum community very friendly and welcoming and we would love to hear from you.
  20. Where you located? How old are the kids? You can try doing an internet search for a local minimoto organization or a school on small dirtbikes, they are more often geared to young riders.
  21. I can see why that would be confusing, especially if there was not a exact explanation of specifically WHEN to roll on the throttle and WHY. What, exactly, was the stated purpose of that before turn roll-on you describe in that mantra you mentioned? "Maintenance throttle" is s term that is thrown around a lot but different people seem to have different ideas of what it is supposed to mean. I personally have heard at least three different definitions. Twist of the Wrist II gives a detailed and straightforward explanation of good throttle control, might want to have another look at that if you haven't in a while.
  22. Some riders, when learning about quick turn, think a rapid steering change is accomplished with a quick jab at the bars. Sometimes that quick jab does not have enough force to turn the bike quickly at speed, sometimes it is too roughly applied and upsets the bike, sometimes the rider does not (when trying to "punch" the bar") hold the pressure long enough to achieve the desired lean angle. Bear with me, I am just asking some questions to explore your understanding of various techniques, to see if anything comes to light that will solve your challenges through the turns you describe. You mentioned a "fear or inability to lean the bike far enough when going fast(er)". I'm going to fire some questions at you and let's see what comes up: Do you have a concern about traction? Are you concerned about ground clearance? Are you comfortable that you know how much you want/need to lean the bike to get to the apex in T1, for example? Do you know how to stop the bike from leaning over any farther once you get the desired lean angle? How much visual information do you have before you turn the bike? Do you have an apex chosen, and do you look at it early enough before you steer the bike to have certainty in your steering input? If you roll off the gas or go flat on it, are you finished steering the bike before you roll back on? I am not discounting the idea that there could be things that could be done, mechanically, to the bike to make steering it through those turns easier, however you asked about techniques that could improve things so that is why I am exploring to figure out what you are doing now, and if there are things that could be changed to help you get to the apex on these turns... without having to slow down too much.
  23. OK, got all of that. Good that you are putting your focus on countersteering to get the bike turned effectively, and pivot steer is a very good technique for that. So, if you are going into a turn with a lot of speed, and maybe are on the gas also, it will for sure take some effort to turn the bike. If you wanted to turn the bike more quickly, to make it to your apex, would you have to push on the bar FASTER, or HARDER?
  24. "Pulling the bike down to the apex" is an interesting description. What EXACTLY are you doing, physically, to get the bike to turn? For sure it is harder to turn the bike at higher speeds, and also harder when you are on the gas. By "harder" I mean more actual physical effort. What must you do, EXACTLY, to change your steering input to deal with that additional effort?
  25. Most likely the coach at the track day was trying to help riders avoid the common error of braking (which compresses the forks) then releasing the brakes (which allows them to extend again) then turning the bike (which compresses them again). This bouncing up and down is, as you can imagine, counterproductive to accurate and predictable steering. In a simple corner the ideal scene is to be coming off the brakes as you are turning the bike, so the forces transfer from the deceleration forces to the cornering forces and keep the forks compressed instead of popping up and back down again. As far as telling you how exactly how much effect that is going to have, it is not realistic to think anyone can do that for you, there are far too many variables (suspension setup, rider and bike weight, braking style, steering input rate, surface traction, shape of turn, and so forth). You will have to experiment with it yourself, on your own bike and observe it. Almost certainly YES you can improve it with riding technique (have you been to school and had the Hook Turn material yet? Or the slow brake release classroom session?), unless your front suspension is extremely stiff in compression or has rebound damping set excessively low. Definitely you can sharpen up the steering on a bike by lowering the front a bit, but if taken too far this can compromise stability and you can get headshake, or twitchiness in the steering. Not sure the GSXR750 would need much changing on geometry, though, my impression of those were that they had nice handling. In the specific turns you describe (T1 and T3), are you trying to turn the bike while still on the gas? For sure that will make it harder to steer. Are you ABLE to steer it now and just noticing the amount of effort required, or are you running wider than you want in those turns?
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